Narrative:

During the initial takeoff roll an odor; which was described as a hot plastic smell; was detected by both pilots; the a flight attendant seated at the forward jump seat and a supervisory company mechanic seated mid-cabin. The supervisory mechanic had been assigned by the company to observe the cabin air quality issues on this aircraft. This odor discontinued during climb through approximately 10;000 ft and resumed during descent passing 10;900 ft. Slight eye irritation was reported by both pilots and the a flight attendant. Both pilots donned oxygen during the recurrence on descent and stowed the oxygen masks after it seemed that the odor was diminishing after the left air conditioning pack had been shut off at 10;000 ft while descending as the odor sensed from mid-cabin forward to the cockpit suggested the left pack as a possible source. The supervisory mechanic reported it was apparent that the passengers seated near him were also sensing the odor but thought it was excessive flatulence of another passenger. The pilots discovered 7 previous logbook write-ups regarding cabin air quality issues.the cause of this odor and eye irritant is not known; however it is suspected that the lubrication oil of the left pack bearings and/or the left engine bearings leaked into the bleed air system hence the sensed gases in the cabin atmosphere. Scientific flight test research should be pursued. Toxic cabin air sensors (having attendant warning systems) should be developed and installed on all turbine powered aircraft. Airline toxic cabin air recognition and procedures should be developed and implemented by all airlines. The crew should be informed of previous toxic cabin air issues history of aircraft they are assigned to fly. The crew should be notified before passenger boarding of any company mechanics on board who are assigned such toxic cabin air trouble shooting duties. However; such assignments should be conducted by specially training test pilots and mechanics without passengers on board; not line flying pilots and flight attendants and passengers! CRM demands honest and open communication between airline management; maintenance; and flight crews.

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Original NASA ASRS Text

Title: EMB190 Captain describes a hot plastic smell during takeoff and initial climb which then disappears approaching 10;000 FT during descent. After the flight the reporter discovers that the company had assigned a Mechanic to ride in the cabin and assess air quality and that the aircraft had been written up on seven previous occasions for this issue.

Narrative: During the initial takeoff roll an odor; which was described as a hot plastic smell; was detected by both pilots; the A Flight Attendant seated at the forward jump seat and a supervisory company Mechanic seated mid-cabin. The supervisory Mechanic had been assigned by the company to observe the cabin air quality issues on this aircraft. This odor discontinued during climb through approximately 10;000 FT and resumed during descent passing 10;900 FT. Slight eye irritation was reported by both pilots and the A Flight Attendant. Both pilots donned oxygen during the recurrence on descent and stowed the oxygen masks after it seemed that the odor was diminishing after the left air conditioning pack had been shut off at 10;000 FT while descending as the odor sensed from mid-cabin forward to the cockpit suggested the left pack as a possible source. The supervisory Mechanic reported it was apparent that the passengers seated near him were also sensing the odor but thought it was excessive flatulence of another passenger. The pilots discovered 7 previous logbook write-ups regarding cabin air quality issues.The cause of this odor and eye irritant is not known; however it is suspected that the lubrication oil of the left pack bearings and/or the left engine bearings leaked into the bleed air system hence the sensed gases in the cabin atmosphere. Scientific flight test research should be pursued. Toxic cabin air sensors (having attendant warning systems) should be developed and installed on all turbine powered aircraft. Airline toxic cabin air recognition and procedures should be developed and implemented by all airlines. The crew should be informed of previous toxic cabin air issues history of aircraft they are assigned to fly. The crew should be notified before passenger boarding of any company mechanics on board who are assigned such toxic cabin air trouble shooting duties. However; such assignments should be conducted by specially training test pilots and mechanics without passengers on board; not line flying pilots and flight attendants and passengers! CRM demands honest and open communication between airline Management; Maintenance; and flight crews.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.